Locomotive and tender



June 28, 1938. F. P. RoEscH LocoMTIvE AND TENDER Filed April 8, 1936 2 Sheets-Sheet 1 mvENToR. BY 4f/gnk @owe/z www 2 ATTORNEYS June 28, 1938.

F. P. Rol-:SCH-

I LOCOMOTIVE AND TENDER Filed April 8, 1956 2 Sheets-Sheet 2 1 VENTOR. e//fazzk @edc/1 7 l M Y ATTRNEYS Patented June 28, 1938 UNITED STATES orgies LOCOMOTIVE AND TENDER tion of Delaware Application April s, 1936, serial No. 73,199 13 claims. (o1. 105-234) My invention relates to railway locomotives and tenders of the steam generating type utilizing coal as fuel. It is my general aim and object to increase the efficiency and hauling capacity of such locomotives and tenders now hand-fired by the provision of stoker mechanism capable of installation with few alterations in either vehicle.

Accordingly, the principal object of this invention is the yprovision of an improved locomotive and tender structure including stoking mechamsm.

A more specific object of the invention is the provision in a locomotive tender of a stoker mechanism cheaply and readily installed and arranged to occupy a small portion only of the'space ordinarily provided for coal and water storage.

Another object of the invention resides in the provision of a stoker unit mounted on the tender and having at the forward end thereof a pair of conveyors offset vertically and positioned in a small alcove disposed wholly beneath the shovelling platform of the tender, the upper conveyor being driven from its forward end and the lower conveyor being driven from its rearward end. In

carrying out this object, the drive means for the said offset conveyors occupies a very small amount of space in the alcove and is utilized principally as means for transmitting power to said conveyors from a shaft driven at predetermined rates of speed.

It is also an object of this invention to provide a gear reduction unit exteriorly of said small alcove operable by a suitable motor and preferably being incorporated as a structural part of such motor.

Further objects of the invention are to provide a novel Crusher which acts to reduce large lumps of fuel while permitting free passage therethrough of smaller lumps; to provide means whereby said crusher is readily removed from its position in the Stoker; and to provide a Stoker mechanism wherein the parts are readily accessible for repair, replacement and inspection purposes.

On the accompanying drawings, illustrating a preferred embodiment of my invention,

Fig. 1 is a central vertical section through adjacent portions of the locomotive and tender, the stoking mechanism being shown in similar section on the tender and in side elevation on the locomotive;

Fig. 2 is a plan view of the structure illustrated in Fig. 1 taken approximately on the line 2-2 thereof and with portions of the structure broken away;

Figs. 3 and 4 are views in section taken along the lines 3--3 and 4 4, respectively, of Fig. 1;

and

Figs. 5, 6 and 'l are sectional views taken on the lines 5 5, 6-6 and l--'l, respectively, of 5 Fig. 2.

On these drawings, L indicates a locomotive having a boiler III mounted above the frame Il by means including a flexible plate I2. The boiler I0 comprises a rebox I3 having grates I4 10 and a firing opening I5 in the backhead I6. The firing opening I5 is of conventional form, being in the form of an ellipse having a major transverse axis of approximately twenty (20) inches and a minor vertical axis of approximately six- 15 teen (16) inches. f

Rearward of the locomotive L is a tender T which is flexibly intercoupled with the locomotive by means including the bufng elements I 'I. The tender T comprises a base frame I8 on which is supported a water tank I9 having a fuel compartment 2l) formed in its forward portion. In tenders which are not equipped with locomotive Stoker fuel conveying means, the fuel bin or compartment 20 is defined by a horizontal plate 2| (Figs. 3 and 4) which is spaced above a bottom plate 22 of the water tank I9 resting on the base frame I8, a rear slope sheet 23, side sheets such as 24 and the coal gate 25 which extends between bulkheads such as 26 at the front of the tender.

'I'he locomotive and tender of the described construction are representative of a large class not at the present time equipped with stokers. Equipment of this class of locomotives and tenders with stokers is highly desirable because of the demonstrated economies and other advantages which accrue from stoker firing. A serious deterrent to any general Stoker equipment of these locomotives and tenders is found in the expense of modifying the existing structure of these vehicles in order that satisfactory stoker applications may be made. In some instances, the cost of these changes approximates the cost of the Stoker.

I propose to reduce these costly modifications of existing locomotives and tenders by providing a Stoker of such construction that its installation on existing locomotives and tenders is made with verylittle and inexpensive alterations in the structures of these vehicles.

In carrying out the general aim of my invention, I prefer that the fuel discharge unit 3D of the stoker S be of such construction that it may be readily installed on locomotives provided with the conventional firing opening I5. Accordingly,

the discharge unit 30 is constructed substantially as shown in United States Letters Patent 2,011,911, granted to me August 20, 1935, and includes a conduit 3l, the discharge mouth 32 of which registers with the firing opening l5 and is bounded by a ange 33 embracing said opening. The rear wall 315 of said conduit 3l is provided with an opening 35 opposite said firing opening l5 and is closed by a door 35a. Between the flange 33 and the opening 35, the conduit 3ll pivotally carries an auxiliary door i5a which is arranged for power and manual operation in the manner set forth in the patent to which reference is made.

At its lower end, the conduit 3l flexibly supports the forward end of a conduit 36 which houses a conveyor screw 3l' adapted to convey fuel through the conduit 36 and urge it upwardly through the discharge conduit 3i for delivery into the zone of action of a distributor 38. The latter is carried by the conduit 3| adjacent the firing opening I5 and projects fuel over the firebed which is supported upon the grates lli.

The present invention is chiefly concerned with the improvement of that unit of the stoker which is mounted on the tender, the manner in which such vehicle is modied in order to accommodate the tender unit of the stoker, and the relation of such stoker unit with the tender.

This tender unit 50 comprises a trough conveyor 4l and a subjacent receiving conveyor 42, the latter being formed ina terminal member 53 which supports transmission gearing for the conveyors 4| and 42. The trough conveyor 5I includes an open mouth trough which is approximately V-shaped in transverse cross section and seated in a depression 45 formed in the horizontal plate 2i. In order to conserve water space, the trough M is made relatively shallow i l and fits closely within the limits of the depression 35. The depression 45 may be made by heating the horizontal plate 2l with an acetylene torch and then forming to the desired shape by the use of a die, or, the depression may be made by cutting a longitudinal slot in the plate 2l and then inserting in such slot a sheet metal or cast element in the form of the said Idepression 45. In either case, it is preferred that the shallow depression i5 be made to form, in effect, an integral part of the tender structure.

At its forward end, the depression 45 opens into an alcove 55 which is formed in the forward portion of the tender by means including a plateb 41 spaced rearward of the tender front sheet 18 and the side plates i9 connecting the front sheet 33 and the plate IH. The alcove l5 is opened forwardly between the side plates 63 and is provided with a roof 5E! which also constitutes the shovelling platform disposed in approximately the plane of the horizontal plate 2l.

Within the alcove 45, the terminal member i3 is securely mounted upon a support 5I which is carried by the base frame i8. The upper portion 52 of the terminal member 43 forms an eX- tension of the trough fl, and its attachment flange 9 abuts the ange 8 formed at the forward end of said trough. If desired, the trough 45 and the terminal member i3 may be made as an integral casting, but it is preferred for manufacturing, assembly Yand replacement purposes that these parts be made separable from each other.

In carrying out the general objects of this invention, the conveyor screw 52 of the trough conveyor 4l is driven from its forward end and the conveyor screw 53 of the subjacent receiving conveyor 42 is driven from its rearward end. The drive means for these conveyor screws is novel in construction and in its relation with associated parts of the Stoker, as will presently appear.

At the forward end of the terminal member 43 is a housing 513 which supports and maintains in operative relation the gearing 54a for driving the conveyor screw 53 from its forward end. The lower portion of said terminal member 43 includesa conduit 55 in which is mounted the subjacent conveyor screw 53. In axial alignment with the conduit 55 and the conveyor screw 53, a tubular portion l is sleeved over the screw 53 and is rigidly secured to said terminal member 33. The tubular portion 'l is provided with a spherical shell 6 forming a ball and socket joint 5 with the rearward end of the conduit 35; the screw 3l is universally connected as at It to the screw 53 within the ball and socket joint 5. A housing 55 is formed at the rearward end of the terminal member 43 for supporting gearing 57 which drives the conveyor screw 53 from its rearward end. In axial alignment with the trough conveyor screw 52, the housing 54 supports a shaft 53 by means of suitable bearings, the shaft 58 being provided with a polygonal portion 59 arranged to fit into a similarly formed socket of the conveyor screw 52 for driving the same.

Within the housing 5d, the shaft 58 has operatively connected thereto a sprocket BI which is engaged by a roller type sprocket chain 62 driven by a sprocket 53 mounted in the housing 55 on shaft 513. This latter shaft extends into the housing 55 and carries a sprocket 65 which drives a sprocket 66 on the shaft 6l of the subjacently disposed conveyor screw 53 by means of the sprocket chain 68. The shaft 54 is journalled in suitable bearings within the housings 54, 56 and is driven from its forward end by means of a telescopic shaft I5, the latter being operatively connected by universal joints 'il and 'i2 with the shaft 64 and the prime mover P, respectively.

Due to the fact that the trough 4l is shallow, the axis of the conveyor screw 52 and shaft 58 is spaced closely to the plane of the shovelling platform 55. This relation of parts precludes the use of reduction gearing, mounted wholly within the alcove 115, for directly connecting the shafts 58 and 64. The limited vertical distance between the axes of the conveyor screws 52, 53 also precludes the use of a suitable direct gear reduction between the shafts 64 and 6l. I therefore propose that the shaft 54 be driven at a rate of speed not greatly in excess of the speed at which the conveyor screw 52 is to operate normally. Preferably, the speed of this shaft should be approximately equal to that of thev conveyor screw 52 whereby sprockets of a relatively small diameter may be used. In order to insure that these sprockets 6l, 63 will safely transmit the power required to operate the conveyor screw 52, the teeth thereof and the engaging links of the chain 62 are arranged in suitable multiples.

It will be observed from Fig. 6 that the gearing 5l is so proportioned that the shaft 6I of the receiving conveyor screw 53 is operated at a greater rate of speed than the shaft 53 and the conveyor screw 52. Consequently, the receiving conveyor screw 53 and parts associated therewith may be made much smaller in proportion to similar parts of the trough conveyor 4l. This may be done without sacrificing strength and rigidity COIISGI'VG Wai/QT Space.

Cil

of stoker parts below and forward of the trough conveyor 4l since the latter must crush and convey the fuel while the smaller proportioned parts only convey the crushed fuel to the distributing means 38. It will be readily appreciated that the use of smaller and lighter stoker parts forward of the tender reduces the cost of the Stoker, the weight thereof, and results in less cab intrusion by the discharge conduit 8l.

The prime mover P is secured by bolts 13 to a bracket 14 which is carried by the frame il of the locomotive L and includes a multi-cylinder engine 15 having a crankshaft 18. Usually, the crankshaft 19 must be rotated at a rate of speed somewhat greater than the speed of either conveyor screws 52, 53 and especially the speed of the former in order that sufficient power may be developed and transmitted to said conveyor screws through the intermediacy of speed reduction gearing. Since the restricted vertical spacing of the conveyor screws 52, 53 precludes the use of any substantial speed reduction gearing at a point adjacent the offset ends of said conveyor screws, it is necessary to dispose such gearing between the shaft 64 and the crankshaft 16 of the multi-cylinder engine 15.

l.' prefer to dispose the speed reduction gearing at a point exterior of the alcove 45 in order to In the present embodiment of my invention the speed reduction gearing is incorporated within the prime mover P so as to provide a stoker having as small a number of self-contained units as possible.

Each end of the crankshaft 18 has keyed thereto a pinion 11 which meshes with a gear 18 secured to each end of the jackshaft 19. The crankcase 88 of the engine 15 has formed therewith a pair of flanges 8l, one at each side of the engine for supporting a housing 82 which encases the gears 11, 18, and which housing, together with a cover 83, maintains the various bearings for said crankshaft 16 and jackshaft 19.

By providing each end of the crankshaft 16 with reduction gearing 11, 18'for driving the jackshaft 19, the prime mover P will be perfectly balanced. If desired, the gears 11, 18 may'be of the herringbone type in order to equalize any thrusts which may be developed. It is of course obvious that the gears 11, 18 of each set are relatively narrow of face but have sufficient combined tooth contact to insure safe transmission of power from the crankshaft 18 to the jackshaft 19.

A crusher 84 arches over the forward end of the trough conveyor screw 52 and cooperates therewith to efciently reduce over-sized lumps of fuel to a size more suitable for further conveyance and eflicient firing. This crusher comprises a curved flange 85 having an upwardly flared portion 88 which faces toward the rear of the conveyor sc rew 52 and extends above the plane of the shovelling platform 58 and below the coal gate 25, the rear edge of said crusher being in approximately the same transverse vertical plane of the rear edge of the coal gate.

The fuel impelling flights 81 of the conveyor screw 52 terminate rearward of the forward edge of the crusher 84 and the latter is provided in the space between such forward edge thereof and the forward terminal of said screw flight 81 with a plurality of spaced prongs 88 extending inwardly within the radial limits of the said impelling flights but terminating short of the hub 89 of the screw 52. The terminal member 43 is also provided with similarly spaced prongs 98 which extend upwardly from the wall 9| forming the bottom of the extension for the trough 44. At each lower side the crusher 84 is provided with a short prong 92.

The prongs 88 in horizontal longitudinal section are V-shaped, the apex of which is directed in a direction opposed to the advancement of fuel by theconveyor screw 52. Large lumps of fuel entering the flared portion 36 of the crusher 84 are urged forwardly past the prongs 88, 99, 92 which reduce the lumps to a size not exceeding the distance between the hub 89 and the radial limits of the screw flight 81. Fuel which is normally of a size smaller than the spacing between the prongs 88, 92 will not be subjected to unnecessary crushing but will usually pass through the prongs 98 and drop onto the receiving conveyor screw 53. The construction of the crusher 84 is such that while over-size lumps are reduced to a proper size, the fuel is not churneol around in the crusher to any extent but immediately drops onto the receiving conveyor screw 53. The terminal end of the screw 52 acts as a cutter knife and as a lump of fuel extending partly into the space between the prongs and partly rearward thereof is crushed, that portion of the lump between the prongs is no longer within the zone of action of the conveyor screwl 52 whereby churning around of crushed lumps within the crusher 84 is avoided.

Oftentimes, extraneous material in the fuel will become lodged between the flight 81 of the screw 52 and the prongs of the crusher 84, thus stalling lthe entire stoker mechanism. For the purpose of removing such lodged extraneous material, the

crusher 84 is provided with a pair of spaced foot members 98 on each lower side thereof, which foot members are received in guideways 94 formed inthe terminal member 43. Each guideway 94 is formed in spaced lugs 95 formed in pairs along the upper sides of the terminal member 43. Fore and aft movement of the crusher 84 in the guideways 94 during normal stoker operation is prevented by pins such as 98 passing through one set of oppositely disposed foot members 93 into respective lugs 95.

Since the greater portion of the crusher 84 above the plane of the shovelling platform 58 is rearward of the coal gate 25, the platform 58 is provided with a hinged portion 58a which nortion 58a, of the platform 58 is swung open, thereby exposing the open mouth portion of the terminal member 43 as well as the crusher 84. Pins 95 vmay then be removed and the crusher 84 slid to the left until the foot members 98 clear the lugs 95 whereby the crusher may be lifted upwardly. If the foreign material is lodged between the prongs of the removable crusher 88, such movement of the latter will release the foreign material. If the extraneous material is found to be lodged between the prongs 98, such removal of the crusher 84 will greatly facilitate the removal of the extraneous material.

The rearward end of the screw 52 is journalled in a bearing 91 which is removably mounted on guide ledges 98 formed at the rear ofthe trough 84. The bearing consists of a shaft 99 having a driving connection with the screw 52 at H88 and a bushing lill which is inserted into the bearing housing G82. The shaft 99 and bushing I8! may be made of a manganese steel whereby lubrication thereof will not be necessary. A guard plate H33 is fastened by screws 04 to the trough 44 over the bearing @l and prevents fuel from falling on said bearing and in the space |05 immediately tol the rear thereof. v

The space HB5 at the rear of bearing 91 has been provided in order to facilitate removal of the conveyor screw 52. Whenever repair or replacement of the screw 52 is necessary, the Crusher 84 and guard plate H33 are removed whereby the bolts m8 which secure the bearing 91 to the guide ledges may also be removed. The screw 52 may then be moved rearwardly until the foremost edge of the polygonal socket 60 of the conveyor screw 52 clears the rearmost edge of the polygonal portion 59 of the screw drive shaft 58, whereupon the screw 52 and the bearing Sl therefor may be removed.

From the foregoing detailed description it will be recognized by those skilled in the art that necessary alterations to the tender can be cheaply made in order to accommodate the Stoker of the present construction. Moreover, the water capacity of the tender has not been greatly reduced by such alterations in the tender, and the construction of the stoker is such that the ultimate cost thereof is very low, without sacrie of rigidity of structure and ease of operation and repair.

I claim:

l. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a shallow depression formed in said plate arranged with the lowermost portion thereof spaced above said frame, a trough seated in said depression, and a conveyor screw mounted in said trough having its axis slightly below the plane of said plate.

2. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a shallow depression formed in said plate arranged with the lowermost portion thereof spaced above said frame, a trough seated in said depression, a conveyor screw mounted in said trough having its axis slightly below the plane of said plate, and a fuel crusher arching over said conveyor screw and extending above ie plane of said plate.

3. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a shovelling platform at the front end of said tender disposed in approximately the plane of said plate, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression formed in said plate, said depression opening forwardly into said alcove and arranged with its lowermost portion thereof above said frame, a trough seated in said depression, a conveyor screw mounted in said trough having its axis below the plane of said plate, and a terminal member in said alcove ,having a portion constituting a forward extension of said trough, said terminal member comprising a receiving conveyor below said conveyor screw.

4. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced Wholly above said frame and forming the bottom of said fuel compartment, a shovelling platform at the front end of said tender disposed in approximately the plane of said p-late, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression formed in said plate, said depression opening forwardly into said alcove and -arranged with its lowermost portion thereof above said frame, a trough seated in said depression, a conveyor screw mounted in said trough having its axis below the plane of said plate, and a terminal member in said alcove having a portion constituting a forward extension of said trough, said terminal member comprising a receiving conveyor screw below the rst named conveyor screw, and means within said alcove carried by said terminal member for driving the first named conveyor screw from its forward end and the second named conveyor from its rearward end.

5. In combination with a locomotive and a tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a shovelling platform at the front end of said tender disposed in approximately the plane of said plate, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression fo-rmed in said plate, said depression opening forwardly into said alcove and arranged with its lowermost portion thereof above said frame, a conveyor screw in said depression having its axis slightly below the plane of said plate, a receiving conveyor screw in said alcove below the first named conveyor screw, a transmission within said alcove for driving the first named conveyor screw from its forward end and the second named conveyor from its rearward end, a motor and reduction gearing operable thereby disposed exteriorly of said alcove, said reduction gearing being operatively connected with said transmission.

6. In combination with a locomotive and a tender having a frame and fuel and water compartments, partition plates separating said fuel and water co-mpartments comp-rising a plate spaced wholly above said frame and forming the bottom of said fuel compartment', a shovelling platform at the front end of said tender disposed in approximately the plane of said plate, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression formed in said plate, said depression opening forwardly into said alcove and arranged with its lowermost portion thereof above said frame, a conveyor screw in said depression having its axis slightly below the plane of said plate, a receiving conveyor screw in said alcove below the first named conveyor screw, a transmission within said alcove for driving the first named conveyor screw from its forward end and the second named conveyor from its rearward end, a motor and reduction gearing operable thereby disposed exteriorly of said alcove, said reduction gearing being carried by said motor and operatively connected with said transmission.

7. In combination with a locomotive and a tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising `a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a shovelling platform at the front end of said tender disposed in approximately the plane of said plate, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression formed in said plate, said depression opening forwardly into said alcove and arranged with its lowermost portion thereof above said frame, a conveyor screw in said depression having its axis slightly below the plane of said plate, a receiving conveyor screw in said alcove below the first named conveyor screw, a transmission Within said alcove for driving the first named conveyor screw from its forward end and the second named conveyor from its rearward end, a motor on said locomotive, and reduction gearing exterior of said alcove operatively connecting said motor and said transmission.

8. In combination with a locomotive and a tender having a Vframe and fuel and Water compartments, partition plates separating said fuel and Water compartments comprising a pllaiie spaced wholly above said frame and forming the bottom of said fuel compartment, a shovelling platform at the front end of said tender disposed in approximately the plane of said plate, an alcove at the front end of said tender beneath the plane of said shovelling platform, a shallow depression formed in said plate, said depression opening forwardly into said alcove and arranged with its lowermost portion thereof above said frame, a conveyor screw in said depression having its axis slightly below the plane of said plate, a receiving conveyor screw in said alcove below the first named conveyor screw, a transmission within said alcove for driving the first named conveyor screw from its forward end and the second named conveyor from its rearward end, a motor on said locomotive and reduction gearing carried thereby, said reduction gearing operatively connecting said motor and said transmission.

9. In a locomotive tender having a shovelling platform and a fuel bin thereabove, a conveyor screw arranged with its axis slightly below the plane of said platform and arranged to convey fuel forwardly, and a crusher arching over said conveyor screw and extending above the plane of said shovelling platform, said shovelling platform having a hinged portion over said crusher.

10. In a locomotive tender having a shovelling platform and a fuel bin thereabove, a trough extending beneath said platform receiving fuel from said bin, a conveyor screw in said trough having its axis slightly below the plane of said platform and arranged to convey fuel forwardly, and a crusher arching over said conveyor screw and extending above the plane of said shovelling platform, said shovelling platform having a hinged portion over said crusher and over a portio-n of said trough.

11. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced above said frame and forming the bottom of said fuel compartment, said plate being provided with a depression'having the lowermost portion thereof spaced above said frame, a trough-like structure disposed in said depression, and a conveyor screw for advancing fuel through said trough-like structure.

l2. In combination with a locomotive tender having a frame and fuel and water compartments, partition plates separating said fuel and water compartments comprising a plate spaced wholly above said frame and forming the bottom of said fuel compartment, a depression formed in said plate arranged with the lowermost portion thereof spaced above said frame, a troughlike structure seated in said depression, and a conveyor Screw for advancing fuel through said trough-like structure.

13. In a locomotive tender having a shovelling platform and a fuel bin thereabove, a conveyor screw arranged with its axis slightly below the plane of said platform and arranged to convey fuel forwardly, and a crusher arching over said conveyor screw and extending above the plane of said shovelling platform, said shovelling platform having a removable portion over said crusher.

FRANK P. ROESCH. 

